Railway safety device



March 4 1924.

W. O BAYLESS RAILWAY SAFETY DEVICE Filed June 16. 1925 UWU ATT RNEYS.

Patented Mar. 4, 1924.

WILLIAM O. BAYLESS, OF KNOXVILLE, TENNESSEE.

RAILWAY SAFETY DEVIQE.

Application filed June 16, 1923. Serial No. 645,863.

T 0 all whom it may concern:

Be it known that I, WVILLIAM O. BAYLESS, a citizen of the United States, residing at Knoxville, in the county of Knox and State of Tennessee, have invented certain new and useful Improvements in Railway Safety Devices, of which the following is a specification, reference being had therein to the accompanying drawings.

My invention relates to new and useful improvements in railway safety devices,'the object of my invention being to provide a railway safety device adapted to automatically set the air brakes by an obstruction along the track, so that it is impossible for the engineer to run by a stop set signal.

Another object of my invention is to provide a safety device of this character so constructed that the engineer has at his control means for setting the device so that the brakes will not be set to allow him to pass the signal set to stop the train.

A still further object of my invention is to provide a simple, cheap and effective structure of this character adapted to be readily applied to the locomotive without any alteration in its construction or in the arrangement of the air brake pipe line.

Other and further objects and advantages of the invention will be hereinafter set forth and the novel features thereof defined by the appended claims.

In the drawings,

Figure 1 is a top plan view of the section of a railway track showing a semaphore and the obstruction connected thereto arranged along the side of the track;

Figure 2 is a side elevation of Figure 1;

Figure 3 is a top plan view of the forward end of the locomotive showing the boiler and cab removed and showing the .mechanism for operating the relief valve in the air brake l1ne;-

Figure 4: is a side elevation of Figure 3; Figure 5 is a detached perspective view of the valve operated mechanism and the 0bstruction arranged along the side of the track Figure 6 is a transverse sectional view of vthe relief valve in the air pipeline; and

ually or electrically operated, as this forms no part of the invention. Mounted upon the tles 1' of the track adjacent the signal is a plate 6 having on its upper face two bearings I 6' and 'i'" in which is rotatably mounted the rock shaft 4. One end of the rock shaft is provided with a crank 8 to which is pivotally connected a link 3 which extends outwardly and is connected to the crank 52 operated by the signal 1.

The opposite end of the rock shaft 4: has the trip block 5 rigidly secured thereto and adapted to rock therewith. From this description it will be seen that upon the setting of the danger signal within the signal l, the rock shaft 4 is oscillated so as to bring the trip block in a vertical position to be engaged by the swinging arm carried by the locomotive as will be presently described.

The valve operating mechanism for opening the valve in the air brake pipe line com prises two bracketslS adapted to be secured to the transverse beams 18 of the locomotive. The outer ends of these brackets have bearings 19 formed therein in which is rotatably mounted a rock shaft 19 having its outer end turned downwardly as indicated at 9. Rigidly secured upon the rock shaft 19 between the bearings19 is a cam 10 adapted to engage the arm 11 of the relief valve 12 arranged in the air brake pipe line 13 as fully shown in Figure 3 of the drawings.

The rocking of the shaft 19 causes the cam 10 to engage the arm 11 of the valve 12 and open the same to set the brakes, all of which is well understood.

Thelower portion of the downwardly ex tending end 9 of the rock shaft 19 is provided with an enlarged portion 9 having a transverse slot in which is pivotally mounted the swinging arm 7, the lower end of which extends down in a plane below the upperwend of the trip block 5 when the same is moved into its vertical position as clearly shown in Figures 4 and 5.

Secured to the runninggearor any portion of the locomotive are two brackets 20 and 21 which have pivotallymounted in their lowerends the swinging link '17. The link 17 has its. lower end provided with a vertical slot 17 'through which the swinging arm 7 passes to allow the said arm to move rearwardly and yet prevent any transverse molvenent thereof independent of the lint 1 I the rod 1 1 which extends rearwardly into thev cab of the locomotive and is in easy reach of the engineer so that it can be pulled rearwardly as will be later described. The lower end of the shaft 15 has-an arm 16 to which is pivotally connected the link 16 which has its opposite end pivotally connected to the swinging link 17.

The valve 12 is of the ordinary three-way type having the tapering bronze plug 23 arranged therein and having the removable plug 241 so arranged that the tension of the spring'25 can be varied so that thetapering bronze plug will at all times properly seat itself in the casing to form a tight air-proof joint.

By the construction shown and described, it will be seen that if the signal 1 is set for danger, the trip block 5 will be moved in a vertical position as shown in Figures 1 and 5 of the drawings. Upon the approach of the train, should the engineer not observe the signal, the swinging arm 7 will be engaged by the trip block 5, causing the same to move rearwardly in the vertical slot 17 of the swinging link and at the same time cause the rocking of the shaft 19, moving the cam 10 upwardly and causing the arm 11 of the valve 12 to be forced upwardly and release the air in the air brake pipe line 13 and set the brake. However, should the en gine approach the signal 1 and for any reason, the signal was set for danger and the engineer wished to slowly proceed past the signal, the rod 14 is pulled rearwardly from within the cab causing the shaft 15 ,to rock from the arm 16" inwardly, which, through the medium of the link 16 swings the swinging link 17 inwardly towards the locomotive, moving the swinging arm 7 in wa'rdly beyond the trip block 5 and thus allow the locomotive to pass the signal without setting the brakes.

The link 17 and the cam 10 can be so arranged that the device will operate equally well when the locomotive is running in the reverse direction. This, however, necessitates another joint and swinging arm 7 on the left side of the locomotive and all of the mechanism for operating the swinging link 17.

What I claim is z- 1. The combination with an air pipe line of a locomotive, of a rocking member carried by a locomotive and adapted to operate a valve in the pipe line, a swinging arm carried by the rocking member and adapted to engage an obstruction along the side of the track and a swinging link forming a guide for said swinging arm and adapted to be moved inwardly to move the arm in beyond the obstruction along the side of the track.

2. The combination with an air brake ,pipe line of a locomotive, of a rocking shaft mounted on the locomotive and having a cam adapted to operate a relief valve in the air brake line, the outer end of said shaft being turned downwardly, a swinging arm pivotally mounted on the lower end of said downwardly turned portion of the shaft, a swinging link having a guide through which the swinging arm passes to allow of the free rearward movement of the arm and means for swinging said link inwardly and'carrying the arm in beyond the obstruction along the side of the track.

The combination with an air brake pipe line of a locomotive, a relief valve arranged therein, an arm carried bysaid valve, a rock shaft mounted on the locomotive and having a cam engaging the arm of the valve, one end of the rock shaft being turned downwardly, a swinging arm pivotally mounted in the lower end of said downwardly turned portion of the rock shaft, a swinging link having a slot forming a guide fonthe swinging arm to allow the free rearward movement thereof which causes the rock shaft to oscillate, causing the cam to lift the valve arm and set the brake and means for operating said swinging link from within the cab of a locomotive.

4. The combination with an air brake pipe line of a locomotive, a relief valve arranged in said pipe line and having a valve arm, a rock shaft mounted on the locomotive and having a cam engaging said valve arm, one end of said rock shaft being turned downwardly, a swinging arm pivotally mounted in the lower end of said downwardly turned portion ofthe rock shaft and adapted to be engaged by an obstruction along the side of the track and move the rock shaft to cause the cam to lift the valve arm and release the air in the air brake pipe line for setting the brake, a swinging link pivotally carried by the locomotive and having a slot through which the swinging arm passes to allow the free rearward movement thereof and to prevent a transverse movement thereof, a shaft mounted upon the locomotive and having an arm at its upper end, a rod connected to said arm, and extending within the cab of the locomotive, an arm carried by the lower end of the shaft and having a link connection with the swinging link whereby the rearward movement of the rod extending within the cab of the locomotive causes the swinging link to move inwardly carrying withit the swinging arm so that it is moved inwardly beyond the obstruction carried along the side of the track so that the locomotive can pass a danger set signal without setting the brakes. v

'5. The combination with an air brake pipe line of a locomotive, a relief valve in said pipe line, a rigid arm carried by the valve,

brackets carried by the locomotive and having a rock shaft mounted therein, a cam carried by the shaft intermediate the brackets and engaging the arm carried by the relief valve, one end of said rock shaft being turned downwardly, a swinging arm pivotally mounted in the lower end of said downwardly turned portion of the rock shaft, a swinging link having a slot through which the said swinging arm passes to allow a free rearward movement thereof to cause the rock shaft to oscillate, which in turn, through the medium of the cam, causes the valve arm to be raised to set the brakes, a

vertically disposed shaft having an arm at its upper end, a rod connected to the arm and extending within the cab of the locomotive, an arm carried by the lower end of the shaft and a link connecting said arm and the swinging link whereby the swinging link may be moved inwardly carrying with it the swinging arm to move the arm inwardly be yond the obstruction along the side of the track so that the locomotive can pass the signal set for danger.

In testimony whereof I hereunto aiiix my signature.

XVILLIAM O. BAYLESS. 

